Side bearing for railroad-cars.



1. F. O'CONNOR; SIDE BEARING FOR RAILROAD CARS.

APPLICATION F|LEI):,MAR`.15, 1913. 1,175,008.

. Patented Mar. 14,1916.

`INVENTOR A V FO E" Jo /mo/ BY Wj' MANOR Y o, ILLINOIS, .essIeNon 'ro WILLIAMS. MINER, or p oiIIcAGo, ILLINOIS. a i v rename ron RAILRoAncAns.

` Specification of Letters Patent. Patented Mar. 14, 1916, 1 i appneatien med tieren 15,1913. serial No. 754,543.

Toyall homz'tmayycon'cermf "Be it'` knownl thatL LJOHN F..`

Unitedl States, residing at "ini thecountlyof, Cook and State of ,y` havefinvenjted Va" certainj new and rovement inf Side `1Bearings for oadarspofwhibh the following is a yandeXact description, g 'hadto @the accompanying forming a part` of `this specifica y y concise,

ntion` relates tozyimprovements, ini. t gs for railroad cars.` blectffof `my invention is to provide H a ngsfadapted tof y operate efficiently l lroatl carto'whichthe same are upona straight raveling Neither rvedftrack.` 1w

Y *The upperbearing member `7 is' of novel construction, and it is in features of this member hereinafter described that my invention consists. The upper bearing comprlses amember 16 disposed transversely of thelength of the body bolster 5 and above i the lower bearing 8, the said member having a bearing face 17, which preferably is dei' tachably secured to the memberil by a suitl able means, preferably the rivets x18, 18,

which member 17 engages angular 'shoulders 19, 19 at either end of the member 16. The` i 1 member 16 is suitably secured to the body bolsterb, preferably by means of rivets 20,

1220 passed through the said bolster,v and' flanges 2l, 21 with which the said member. 16 is laterally provided. The bearing face ofsaid upper bearing member is lowest at `thepoints substantially abovel'the central portion or antifriction rollero the lower f bearing when the body bolster and truck'boloiitipanyiiigil drawings `forming a sfspecication `llfigure 1 is an end side bearings shown `in i placer beee` thegupperandlowerbolsters of arailgg 2"`isanf`elevation-" .,Fig. 3 is? he upper and lower .beary wing in plan a he upper beari .Iithe drawings 5 r of a railway ca-r, he ,upper l `side "@bear l abody bol- `6` the `truck bolster, 7 `g suitably secured to "ster of the car to which the bearings are ap V plied are in normal position, parallel to each other, and from said point the bearing'surface extends upwardly towardeither end.

Itis well understood that vin curves in rail# i road tracks the outer rail of the curved track is higher thanthe inner rail. y It is-be- I cause of this condition and other conditions in the practical operation. of railroads herebody bolster,

y y 8 the" `lowerside bearing uitably secured'to the `truck bolster. It will caring herein de bearing `applied g The slower" side bea'rtifictionrolle'r 9 and l0` in which the said journaled, 11, a cradle djustablefcradle is piv- The .crad1eclamp "i145" passing:threugh erside cfsaid cradle` ugh; the top -shrieinber14 of the y heA igcinistructieu.V 1 of* the @191.12 ith inafter referred to that .my invention is of great utility.-

Then railroad `cars are being` operated v. upon astraight track itis desirable that a comparatively slightfclearance-be had between the upper and lower side bearings so as `to prevent lateral sway of the car bodies in reference to the car trucks. n When a railroad car entersa curve in the track the outer rail being higher than the inner rail the 'truckfirst entering the curve not only curves with they track, but the said truck tips inv re lation to the other, truck of the car before thefother or rear truck enters the cu'rve. y When the'front truckl of a car entersl the curve the outer end yof they truck bolster that is the' end of the truck bolster at thefjother side of a curved track' moves forwardly from `the end of4 the body bolster, that is the end 1l Imown,.iandneeds 'no v l r `curved track and similarly the inner end of of the truck bolster at' the inner side of the 2 in'raooe' vthe truck bolstei.` moves rearwardly from the inner end of the body bolster, that is the end the inner end of the truck and. truck bolster,

of the body bolster at the inner side of the curved track, the said bolsterturning about the king pin or center bearing: Meanwhile the outer end of the truck and truck bolstery moves upwardly in its travel in relation to and thus in side bearingsheretofore einployed Where a small clearance space, as is desirable, is provided between the upper and lower members of 'the bearing when the car j is upon a straight track, the lower bearings at the outer end ofA the truck bolster when entering a curve lift against the upper bearing member. This is Aparticularly true in cars having a rigid underframe and in which consequently there is little weaving of' 'of the curve of the track. My invention overcomes this difficulty, as will app'ar from the following description of the operation of my device.

v When the car'upon which my device is applied is entering a curve in the track upon Awhich it is being operated the outer wheels of the front truck, that is, on that side of the truck adjacent the outer side oi" the curve in the traclg ride relativelyl higher-than the wheels of the front truck at the inner side of the turn on' account of the increased height of the outer rail of the track'over the inner rail thereof. As the. outer Wheels of the front truck are lifted the truck bolster 'of the said truck is also lifted at its outer end, that is, thek Vend adjacent the outer side of the curved y track. The rear truck of thecar before entering the curve in the track is level, the Abody bolster and truck bolster at the rear end of the car being substantially parallel, and consequently in cars having rigid un- A derframes the .body bolster at the forward end of the car does not substantlally change its relative horizontal position while the front' truck is entering the curve.v Consequently as the outer end of the front truck bolster is lifted'the outer end of the truck` bolster approaches the outerend of the .frontlvbody' bolster, and. relatively the inner end of the truck vbolster separates "from the inner Aendv oi Vthe body bolsterA at the front 4endofthe car. Meanwhile 4the gfx-ont body and.` truck holsters move rela-l tively 4upon; their .point of pivotalconnecf' tion at the king-pin and center bearing in the manner liereinbeiore described.A

In my side bearingv the bearing faces of the"upper bearing member recede up' vwardly -i'rom a point substantially at lthe longitudinal center thereof at an yangle sufficiently acute to permit thelower bearing member associated with the front bolster at the outer end thereoirto clear the upper bearing,rv member associated with the outer end of the body bolster at the liront end of the car as the front truck bolster at its outer end' moves forwardly relatively tothe A front body `bolster at its outer end, and while the outer ends of the front holsters of the car approach reach other vertically While the front truck oi' the carV is entering the .curve Meanwhile the clearance between the bearing members attached to the inner ends of the front bolster-soi the car are vertically separated. Thus by real son of my device in providing for a clearance, which* is ksubstantially constant between the outer bearing members of the front holsters of the car, lthe difficulties hereinbeiore mentioned are obviated, and t at the same time the clearance between these side bearings in all relative positions of the trucks to the car body is maintained at a minimum to prevent undue side swaying of the car.

I claim I f f yil. In side bearing: for railway cars, the combination with the body and truck bolstere, of two bearing members attached to 'said bolsters, one of said members having bearingr surfaces inclined "from the horizontal from a line extendingsubstan tially radially from the pivotal connection between the bolsters, and .the other inember having substantially a line bearing surface which extends substantially parallel to the center line of the bolster by which it is carried whereby, as the truck bolster is turned and raised relatively to the body bolster, the clearance betweenthe two bear ing membersr remains always substantially the saine.` I y 2. In a side bearin'gfor. railway cars, the combination withpivoted body and truck holsters, of a bearing member carried by the under side of the body bolster, said.

bearing member having flat bearing 'surfaces inclinedupwardlyv from the center thereof on oppositesides, and abearing' member carried .by the top side of the truck bolster, said last named bearing member havinga. substantially fixed linebearing whereby, as the bolsters are turned aligna larly' relatively to each other/,andthe end of the truck bolster-,is raised vertically to- -l ward the body' bolster when v-the. truck strikes e curve. thespace between' the bear- .ing surfaces .remainssubstantially constant.

A roll'isdebearingffor ralwaycars which extepds substantially parallel 1v vith l I `li comprises in'combnatjon with jthe the center lme of thebo1ster by which 1li', is {fbod `and :truck bolster-sn .bearing mmbe carried. y

"lla Iighearingf suifaes nclnedwupwaxjdly JOHN F. OCONNOR. `5"` `f ""thez centrallfportion hgreof away l Witnesses: y horizontalplaneyflananother bear- ELEANORL. NASH,

xi membel; ""haJvpg","1fol-ler thf axis of i JOHN A. MARTINKUS. 

